Brake arrangement for six-wheel trucks.



l. G. WHITRIDGE & G. T. JOHNSON.

BRAKE ARRANGEMENT FOR SIX WHEEL TRUCKS.

APPLICATION FILED APR. 211, 1916- 1,232,14s..' Patented July 3, 1917.

2 SHEETSSHEET li WlI NESSES VENTORS zyw Aitm'neyi' J. C. WHITRIDGE & G. T. JOHNSON.

BRAKE ARRANGEMENT FOR SIX WHEEL TRUCKS.

APPLICATION HLED APR.21,1916.

1332,1 43. Patented July 3,1917.

2 SHEETS-SHUT 2.

nn rrnn srarns JOHN C. WI-IITRIDGE AND GEORGE T. JOHNSON, OF

COLUMBUS, OHIG, ASSIGNORS TO THE BUCKEYE STEEL CASTINGS COMPANY, OF COLUMBUS, OHIO,

BRAKE ARRANGEMENT FOR SIX-WHEEL TRUCKS.

To all whom/it may concern:

Be it known that we, JOHN G. VVHIT moon and Gnoncn T. JOHNSON, citizens of the United States, and residents of (101mm bus, in the county of Franklin and State of Ohio, have invented certain new and useful Improvements in Brake Arrangements for SizcWheel Trucks; and we do hereby 'declare the following to be a full, clear, and

exact description of the invention, such as described and pointed out in the claims;

In the accompanying drawings, Figure 1 1s a view 1n plan; Fig. 2 a view in slde elevation and Fig.3 a view in section on the 1 line. of 1, of one form of brake niechanlsm; Flgs. 4 and 5 are views in plan and side elevation oif another form and Fig. 6 1s a view. ni de elevation of another modification.

This improvement is designed particularly for six wheel trucks wherein a main bolster S isSupported at its'ends' on the auxiliary bolster 9 and 10, and in. the preferred construction the main bolster resembles an ordinarycast steel truck side frame,

and is provided witha central opening 11 for the free passage and movement of the middle axle 120i the truck, the top of said opening being closed by the part 13 carrying the center bearing 14 which is removably secured in place so as to permit the axle 12 to be placed in position'and removed when necessary as fully explained in the patent above referred to. v I

Themain bolster 8 extends lengthwise of the truck and is mounted at its ends on seats formed in or. on the auxiliary bolsters 9 and 10. These latter bolsters extend transversely of the truck, one being located in a plane between the axle 15 and the middle axle 12, and the other between the middle axle 12 and the axle l6, and each is pref- Specification of Letters Patent.

Application filed April 21, 1916. Serial No. 92,639.

Patented July 3, 1917.

erably provided with an opening located centrally with relation to its ends for the re- 'ception of the ends of the main bolster 8.

The brake beams 17 are hung from the truck side frames and the brake shoes 18 are keyed to the brake beams in the usual manner. 7

Each brake beam 17 is actuated by a pair of levers 19,-which are connected to their respective beams, and which project approximately vertically to points above the top of the bolster so that all connections between the levers and the chains or rods from the brake actuating mechanism will be at opposite sides of the main bolster and in a plane above the auxiliary bolsters so that all of said parts will be readily accessible and be clear of all parts of the truck. The four levers 19 at opposite sides of auxiliary bolster 9 are arranged in pairs as shown in Fig. 1, and each pair is connected at their lower ends by the compression member 20, and at points intermediate their ends to the brake beams 17.

The levers 19, at the outer side of auxiliary bolster 10, are loosely mounted for pivotal and vertical movement in the brackets 21 secured to bolster 10, thesaid brackets having elongated slots 22 in which pivot pins 23 of the-levers 19 rest and move. Brake beam'17 is secured to the lower ends ofsaid levers, and the upper ends of the latter are connected by the tension members 24 with the intermediate floating levers 19.

With this construction it"will be seen that when a pulling stress is exerted on the upper ends of the two levers at theouter side of bolster 9, the brake shoes of all three brake beams will be forced into contact 7 are located at opposite sides of the main bolster and adjacent the wheels.

In the construction shown in Figs. 4 and 5 we have shown a single floating lever 19 connected to the longitudinal center of brake beam 17 and disposed diagonally so that its upper end is above and to one side of the main bolster 8 which in this in stance is shown wider at its center than the main bolster in Fig. 1. We have shown looped guides 24 for guiding and steadying the floating levers, and the tension member 24? is at one Side of the main bolster 8".

We have located the first lever 19 intermediate the auxiliary bolster l0 and the middle axle 12 instead of between bolster 10 and axle .15 as in Fig. 2, and have connected the lower end of said lever to the brake beam by the compression member 25.

In the construction shown in Fig. 6, the compression'member 25 is connected to the lever 26, instead of to the brake beam as in Fig. 5. In other respects it is substantially identical with the latter. While we do not illustrate the use of double levers with the brake arrangements shown in Figs. 4:, 5 and 6, it is evident that said construction would apply equally as well and might be resorted to in cases where like in Fig. 1 the design of the truck will not permit the use of single central levers.

In each of the above forms the brake mechanism is wholly outside of the main and auxiliary bolsters, that is, is not enveloped by any of the bolsters, and is conse quently readily accessible for repairs or re adjustment, and with the arrangements shown it is possible by properly proportioning the levers to equalize the brake pressure or get the same brake pressure on all the wheels at the same time.

It is evident that many slight changes might be resorted to in the relative arrangement of parts shown and described with out departing from the spirit and scope of our invention. Hence we would have it understood that we do not wish to confine ourselves to the exact construction and arrangement of parts shown and described,

, but

Having fully described our invention what we claim as new and desire to secure 'by Letters-Patent, is

1. In a brake rigging for six wheel trucks,

the combination of a main and auxiliary bolsters, a plurality of levers disposed on opposite sides of the central axle of the truck, two of said levers at one side of said central axle being connected at their lower ends by a compression member, and one of said latter levers and a lever at the opposite I side of said central axle being connected at their upper ends by a tension member, the latter being located outside of and to one side of the main bolster.

Copies of this patent may be obtained for 2. In a brake rigging for six wheel trucks, the combination of a main bolster, auxiliary bolsters supporting the main bolster, levers disposed at the outer sides of the auxiliary bolsters, a lever located intermediate one auxiliary bolster and the central axle, a compression member connecting the lower end of said latter lever with the lever at the other side of the same auxiliary bolster, and a tension member connecting said intermediate lever and a third lever, the said tension member being in a plane to one side of the main bolster.

3. In a brake'rigging for six wheel trucks, the combination of a main and auxiliary bolsters, the latter supporting the main bolster, levers located intermediate the end axles and auxiliary bolsters, a lever located intermediate the central axle and one of the auxiliary bolsters, a' compression member connecting the lower end of said intermediate lever and the lower end of the lever at the other side of the adjacent auxiliary bolster, and a tension member for applying power to the third lever, the said tension member being disposed at one side of the main bolster. 7

4. In a brake rigging for six wheel trucks, the combination of a main bolster and auxiliary bolsters supporting the main bolster, a pair of vertically disposed levers, one on each side of the main: bolster, each lever having a pivot between itsextremities, a brake beam connected to the lower ends of said levers, tension members connecting the from the brake mechanism of the car body.

In testimony whereof we have signed this specification 1n the presence of two subscribing wltnesses. 7

JOHN G; WHITRIDGE. GEORGE T.JOHNSON.

Witnesses: V

GEORGE MATTHEW MURPHY, Gnoncn Frnsnn KBAUss.

five cents each, by addressingithe Commissioner of Patents, Washington, I). C. 

